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2 Sheets-Sheet 1.

(No Model.)

L. H. & J. J. HEBERT.

GAR BRAKE.

No. 320.351. Patented June 16, 1885.

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(No Model.) 2 Sheet-Sheet 2.

' L. H. & J. J. HEBERT.

UAR BRAKE. No. 320,351. Patented June 16, 1885.

UNrrEn Sraras PATENT Orricrc.

LOUIS HENRI HEBERT, OF ST. JOHNS, AND JOSEPlI JEROME HEBERT, OF ST. HENRI, QUEBEC, ASSIGNORS OF ONE-THIRD TO ARTHUR JOSEPH HEBERI, OF ST. HENRI, CANADA.

CAR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 320,351, dated June 16, 1885.

Application filed March 12, l8-'5 To all whom it may concern:

Be it known that we, LOUIS HENRI HEBERT, of the town of St. Johns, and J osErH JEROnE HEBERT, of the town Of St. Henri, both inthe Province of Quebec and Dominion of Canada, have jointly invented certain new and useful Improvements in Car-Bral es; and we dohereby declare that the following is a full. clear, and exact description of the same.

This invention has special reference to certain improvements in the brake apparatus invented by the said Louis Henri Hebert and patented in the United States on the 4th day of September, 1883, under No. 284,201.

The object of our present invention is to adapt brakes of the above class to all descriptions of cars without of necessity making connections above the floors or roofs, as required by the arrangement shown in said patent.

In the patented apparatus above alluded to the brake-power is derived from the motion of the axles through friction-pulleys carried in a Swinging frame thrown into connection with the axles by means of chains and levers, these being actuated by a single lever running through the floor into the interior of the van, or by rods, pulleys, and levers attached on the tops of all the cars and connected to the brakerods by chains or rods passing down along the ends of the cars.

In the present improvements we do away with the rods, levers, and pulleys on the tops of the cars, which are not suitable for mixed trains where flat and box cars are coupled together, and we attach to the under side of each car, near the center, a frame carrying sheaves, over which run chains connected to the brake-levers on each particular car, and to this frame is pivoted a lever, to which the continuous brake-rods and chains are attached. Theswinging frame and friction-pulleys shown in said previous patent as applied to the van and each car we now place in position to be acted upon by the trailing axle of the locomotive, and connect the different levers and rods throughout the train, so that directly the frictiOn-gear is brought into action, which is done through a lever in the cab, (or by one in the van, if there is also a friction-gear at that end (Nu model.)

of the train,) all the brakes will be put on by the same power. The ordinary brake-shafts are preserved, and they are connected by chains and rods, as usual, to the brakelevers now in use, the continuous rods or cords em ployed in our system being also attached to said levers, and the old style of brake beams and shoes being in this manner utilized. Each car has thus a com plcte brake apparatus of its own.

For more complete comprehension of our 63 invention, reference must be had to accompapanying drawings and to the following detailed description thereof, similar letters of reference being employed to denote like parts.

In the drawings, Figure 1 is a bottom plan 55 of a car and part of an engine showing our improvements; Fig. 2, a side elevation showing frictiongear on engine and extra brake mechanism operated from top of a box-car; Fig. 3, another side elevation, partly in section, of a boxcar illustrating our invention; Fig. 4, a detail view, enlarged, of frame, sheaves, and actuating-lever and their connections; and Fig. 5 is a sectional elevation of part of a van, showing internal lever sometimes used to put on the brakes arranged according to our present system.

A represents the frictional device described in our former patent, in this case carried in a suitable frame, a, bolted to the fire-box or under side of the cab, and connected by a suitable system of levers, c, to the operating-lever B, situated within the cab. Attached to the drum-shaft a of this friction device A (and adapted to be wound thereon as the frictionwheels are thrown into contact with the revolving axle) is a chain, 1), to which is connected a rod arranged under the tender, (not shown,) which is also provided with the frame and sheaves shown in detailin Fig. 4 and now 0 about to be described. Each car is provided with said frame and its attachments. The

frame 0 is of somewhat the shape shown, and is bolted to the under side of the car near its center. In this frame are carried three sheaves, 9 5 c c c, arranged as indicated, and a horizontal lever, D, is also pivoted to this frame at one extremity, and adapted to travel (under aconfining-rod, D) across its face. This lever D has near its free end eyes or perforations d d, to which are connected the continuous brakerods E E, which run under all the cars and are coupled together by short links 6 e. To a pin or projection, (1, near the eyes d on the lever D, is also attached a chain, F, which passes over the sheaves 0 0 when the brakes are on, and over 0 0 when the brakes are off, the change being caused by the lever D being pulled one way or the other,as will be understood. On all the cars this chain F passes over another sheave, f, attached to the framing, as seen in Figs. 1, 3, and 5, and then passes to and forms connection with the ordinary brake-lever, G,and thus communicates the power required to draw upon the brakebeams and hold the shoes 9 9 fast to the wheels. The usual brake-shaft, H, is not interfered with on any of the cars, and this connects also with the brake-lever G by the rod 7 in the ordinary manner.

As represented in Figs. 1, 4, and 5, (considering the car there shown as being the conductors van) we may attach a short rod, 7c, to the extreme end of the lever D and connect the same to a hand-lever, K, pivoted near the floor of the van and projecting into its interior, a pawl, 70, and rack k being provided therefor. By this means the conductor may put on the brakes for the whole train without bringing the friction-gear under the enginecab into play at all. Furthermore, our sys tem is so arranged that, if so desired, all the brakes can be put on by a brakeman from the top of one of the cars. This is effected by connecting an extra rod, L, to the lever D, and

by means of a short chain, Z, a sheave, Z, a vertical rod, 1 and a short hand-lever, M, with a pawl and rack on top of the car, means are given at this point of putting on all the brakes throughout the trainr This is one of the chief characteristics of our present improvements-viz., the facility of braking from so many different points.

The operation of ourinvention will be easily understood; but we may explain that by operating the lever B in the cab the friction device A is thrown into connection with the trailing axle of the locomotive and the chain 12 is wound on the drum-shaft a thus pulling on all the rods E and levers D, which will cause the chains Fto draw upon the brake-la vers, and thus put on the brakes. Where there is a van at the rear to throw off the brakes, it will usually be necessary to release the pawl 70 from the rack k What we claim, and desire to secure by Letters Patent, is as follows:

1. .The railway brake apparatus herein described, consisting of the friction device A, thrown into connection with the trailing axle of the locomotive by a lever in the cab, the chain I), wound up by said friction device, the rods E E, levers D, frames (3, having sheaves,

the chains F, and the usual brake-levers,

beams, and shoes, all combined, arranged, and operating substantially in the manner specifled.

2. In a brake apparatus, the combination of the rods E E, lever D, frame 0, having sheaves, the chain F, brake-lever G, shoes g g and their connections, and means for drawing upon said lever'D, all arranged and operating substantially as and for the purpose specified.

LOUIS HEN RI HEBERT. I JOSEPH JEROME HEBERT. WVitnesses:

, OWEN N. EVANS,

ARTHUR HARRIS. 

